Fuel-reclaiming device for internal-combustion engines



Oct. 21, 1930. H. A. TRUSSELL 1,779,364

FUEL RECLAIMING DEVICE FOR INTERNAL COMBUSTION ENGINES Filed Nov. 10, 4

$ 51 'rLLA' (liken m1; A a

Wlvolatileportions arehighly' heated,so as to aitcoifilplish rapid and thorough vaporization Patented Oct. 21, 1930 um'rr-zo STATES PATENT OFFICE 20m A. TBUSBELL, OF NEW YORK, N. Y.

IUEL-BEGLAIIING DEVICE FOR INTEBNAL-COHBUSTION ENGINES Application fled November lit 19M. Serial No. 748,880.

It is the primary object of my invention to collect and use those particles of fuel-com-- Another object is to automatically introduce auxiliary air into the intake manifold .10 in the correctproportion' for all needs and to' carburet this auxiliary fair with fuel particles'whichfailed to reachthe engine in vaporized form, due either to low vo atility,

excessive su p inflow operating temperal ture, and w ich haveac'cumulated from the ori al fuel charge;-

t is object to utilize pressure in excess of that in the inlet manifold as an efli-- caciousmeanaof vaporizing these fuel par- .g ticleseonstituting the reclaimed fuel.

With these objects in view, I have provided a trap adapted to collect these particles of fuel, a two compartment valve operated tank for storing the 'same and an auxiliary carbureting device for vaporizin suchfuel,

' combining it with air and causing it to reenterthe intake manifold in exactly the proper mixture proportions to blend and be used with the originally vaporized portions of e ue It is a; still further objectto so arrange my fimproved device that very high temperatures areibrought to bear upon the reclaimed fuel without in.any sense decreasing the volu- 5 inetric efiiciency or fuel efliciency of the en- 5 gine. That is to say, the highly volatile por- 'onsof .fuel in'the manifold are maintained ht a low tem ratiire to obtain high 'voluin'etric and uel efiiciencies, while the less "of t ese 1cm volatile portions. Yet, volumetric efliciency is improved because there is no highly heated fuel portion, in excess .of that, heatihg advisable for best power, de-' ulivered tb themain charge in ingress while the maximum power is being demanded either for acceleration or high s eed.

With the above, and ot er objects, in view,

my invention consists in the arrangement,

combination and construction of the various parts of my improved device as described in the specification, claimed in my claims and shown in the accompanying drawings, in which:

Fig. 1 is .a cross sectional view of my improved device.

Fig. 2 is a detail view showing a manual-adjustment of my device.

Fig. 3 is a vertical sectional View taken centrally through the float chamber shown in Fig. 1 and 90 degrees removed from the view shown in Fig. 1, illustrating the method of supporting the valve operating mechanism in the upper part of the float chamber.

I have shown a main manifold inlet 5 having a throttle valve 6 pivoted therein as at 7, and leading into the outlet 8, through which latter outlet vaporized gases are adapted to pass to the combustion chambers of an internal combustion engine. For the purpose of explanation it may be considered that the inlet 5 is formed as an extension of a carburetor of any conventional construction.

Fuel passing through the inlet 5 is impinged upon the wall 199, the lighter vaporized portions thereof continuing out through the outlet 8 and the heavier unvaporized portions falling into the trap 9.

Positioned adjacent the manifold and beneath the trap 9 are a pair of chambers 10 and 11. the chamber ll having communication with the atmosphere through the passage 12 and the chamber 10 likewise having communication with the atmosphere through an opening 13 and the passage 12. Communication between the chamber 10 and the upper portion of the manifold is had through the opening 14 leading into the passageway 15. Communication between the chamber 10 and the lower portion or trap 9 of the manifoldis' established, through the opening 16.

Screwed into the projection 116 on the bottom of the chamber 10, is a passageway 17 having the conventional valve 18 on the bottom thereof.

Mounted on the stem 19 in the chambe 10 is a float 20 having an arm 21 extending upwardly thereon. Fixed as at'22 to the arm 21 is a second arm 23 having its free end attached as at 24 to one end of a coil spring 25 and pivoted intermediate its ends as at 80 to the wall of tank 10. The other end of the I ized closing of the valves 36 and 37.

When the tankll) is empty, the float 20 is down, the end of arm 23 which is pivoted to arm 21 is down, the fastening points 24 and 26 of spring 25 are above pivots 28 and 80, the end of arm 27 supporting the three valves is held down by the.spring 25, atmospheric valve 30 is closed, vent valve 36 and by-pass valve 37 are open and drain valve 18 is held closed by atmospheric pressure in tank 11; then liquid in trap 9 drains through passage 16 into tank 10 and air displaced from tank 10 by this liquid enters the induction passage through passage 15.

The positions of these arms and valves are reversed when enough liquid has accumulated in tank 10 to lift the float 20 to a predetermined height, valves 36 and 37 are seated to close communication between trap 9 and tank 10, valve 30 is open to permit air to enter tank 10 through the upper end of passage 12 and passage 13, and the liquid drains into tank 11 through valve 18. Tank v11 has a permanent Vent to the atmosphere through passage 12 so that the liquid may enter when available from tank 10 and pass out to the auxiliary vaporizer.

The bottom of chamber 11 is provided with a passage 38 with which is connected by means 0 a fitting 39, a pipe 40. A similar fitting 41 is provided on the opposite end of the pipe 40 within which is threaded the member 42. Threaded over the member 42 adjacent its connection with the pipe 40, as at 43, is a fitting 44. The said fitting 44 is in turn screw threaded as at 45 and the cast ing 46 is screwed thereon.

A chamber 47 is formed by the casting 46, in communication with passage 48 leading to a source of hot air supply, such as a chamber adjacent the exhaust manifold A valve 49 is seated as at 50 within the chamber 47 and is provided with a shank 51 disposed over a portion of the member 44. A fuel passage 52 is provided in the top of the valve 49 and a pair of air passages 53 are provided in the sides of the shank 51.

Also positioned in the chamber 47 is the member 54 that has the vertical slots 55 for the passage of air therethrough. Incline slots 84 from the horizontal plane are provided in the side of the casting 46 and the end of the screws 56 are adapted to pass through these slots 84 so as to control the vertical position of the member 54 in the chamber 47. By rotating the member 57 within which the screws 56 are positioned, the vertical position of the member 54 may be raised or lowered, as desired, by the screws 56 moving in the slots 84. The slots 84 are covered by the partitions between slots 55 and by 57 to prevent entry of air through slots 84 so that temperature of air is controlled at 48.

Positioned around the shank 51 of the valve 49, is a coil spring 58, bearing at its top against the flange 59 of the member 54 and at its bottom against the ring 60 secured in place by a cotter pin 61 adjacent the bottom of the shank 51. The spring 58 is adapted to vary the pressure required to raise the valve 49 and tension of the spring itself may be varied through the member 57, as above described, and the member 54 may be lifted sufficiently by rotating member 57 to lift valve 49 independentl of intake suction.

A small valve 62 is eld with its upper end pressed against the bottom of the valve 49 by means of a coiled spring 98 disposed over the end of the member 42 and bearing against the bottom 99 of the valve. The shoulder on the valve is disposed within the member 44 v and adapted, when the valve 49 is raised a pre-determined distance, to be seated as at 64 by the pressure of the spring 98 and close the fuel passageway 65 leading from the pipe 40 through the member 42. Regulation of the movement required to close the valve 62 may be had b screwing e member 44 one wa or the ot er on the t reads 45.

small passageway 66 connects the chamber 47 with the intake manifold and a valve 67 is provided in this passageway for opening and closing the same. The valve 67 is pivoted as at 68 and has secured thereon the arm 69 adapted to contact with a cam 7 O on the valve pivot 7 with the consequent result that operation of the valve 6 will correspondingly operate the valve 67 so that when the valve 6 is in low speed or throttle position, the valve 67 will be closed, thus preventing the passage of excess supplies of fuel from the fuel reclaimer into the manifold. In order to meet the peculiar demands of various engines, member 57 may be operated in conjunction with the throttle 6. The conventional automotive engine responds to the advantages of this device best if the tensionzof spring 58 is lighter for intermediate throttle openings than for small and maximum throttle openings because intake suction is greatest with a small throttle opening and at maximum speed. If throttle 6 be operated independently of member 57 the fuel charge delivered at 8 may be prevented from becoming too lean at maximum speed by shaping the cam 70 so that valve 67 closes when valve 6 is fully opened. That is, to have valve 67 open only during intermediate openin s of valve 6 and to have valve 67 closed or maximum and minimum Openings of valve 6.

It will be apparent that in the practical operation of my improved device the unvaporized fuel which is collected in trap 9 is transferred therefrom into the chamber 10, thence into the chamber 11 and thence through the pipe40,the passage 65,the forked end passage 97 in the valve 62, the passages 64 and 52 into the chamber 66. When the valve 49 is closed, a small amount of this heated air will pass through the passages 53 and pass on through the passage 52 into the manifold, thus preventing the delivery of a small volumeof over-rich fuel into the passage 66. At times when greater amounts of air are needed, however, the valve 49 may be lifted by intake suction and air will pass directly therethrough and mingle with the fuel in the passage 66 before entering the manifold. Auxiliary air free of fuel from tank 11 may be introduced through valve 67, while it is 0 en, by rotating member 57 sufliciently to 1i t valve 49 off its seat for enough to close valve 62, thereby permitting air only to flow through slots 55, past valve 49 and through passage 66.

Air which passes through the o enings 53 breaks up the surface tension of t e fuel fed through the valve 62, thereby permitting relatively more fuel to flow while the valve 49 is just off its seat. This is true because when the valve 49 is closed the suction in passage 66 will not be sufficient to draw air through the small air passages 53 fast enough to lift or draw fuel from the passage 65. This air also emulsifies the charge and facilitates vaporization. The amount of air drawn through 52 while valve 49 is seated is about the same regardless of whether fuel is available from tank 11 because the holes 53 are so nearly the capacity of passage 52.

It will be apparent that easy and quick adjustability of the valve 49 is had, as well as easy and quick adjustability of the other parts. It will be noted further that air passing through the passageway 48 may be heated to any desired temperature in order to properly vaporize the reclaimed fuel without in any sense decreasing the volumetric eific'iency of the engine manifold. It will be noted further that during the time that vol umeof incoming fuel is important very little air will pass through the valve 67 so that volumetric efiiciency will not be reduced by thinning out the fuel.

The ratio of fuel delivered through the passage 52 to air delivered at 50 is greatest while the valve 49 is but slightly off its seat, and the ratio of fuel delivered at 52 to air delivered at 50 reduces as the volume of air delivered past the valve 49 to the passage 66 increases.

The maximum degree of richness of charge 'richer fuel is delivere 49 will lower and a smaller volume of richer mixture will be supplied through the passages 52 and 50.

If no fuel has accumulated in tank 11, the valve 49 will remain closed or o 11 very slightly during any working perio because very little or no additional air will be needed to obtain maximum engine speed for a given throttle opening. However, a large volume of air would enter the manifold through 66 if the engine were running at high speed with the throttle 6 partially closed to idling position but open enough to open valve 67.

Just before valve 6 closes to idling position, valve 67 closes. This is done to prevent racing of the engine during gear changing and while stopping or standing.

If the mixture supplied throu h 66 becomes too lean, the engine slows own and the suction in 8 drops consequently less and d past valves 49 and 62.

It is obvious that various changes may be made in the arrangement, combination and construction of the various parts of my improved device without departing from the spirit of my invention, and it is my intention 'to cover by my 'claims such changes as may 'be reasonably included within the scope fuel accumulated in said passage'and removing it therefrom, means for vaporizing said fuel and returning it to said passage and a second valve controlling the return of said fuel to said passage, said second valve being controlled by the movement of said first valve.

2. A fuel induct-ionor mixture passage, a valve controlled opening in said passage through which liquid fuel in said passage may pass, a chamber communicating with said opening and adapted to receive liquid passed through it, a valve. controlled opening in said chamber communicating with said passage at another point, a valve controlled opening in said chamber communicating with the atmosphere, a float mechanism in said chamber, valves for said openings connected with said float and adapted to close said first two openings when said float has been raised a pre-determined distance and at the same time open the said third opening, said valves being also adapted to open the said first two openings and close the third when said float has been lowered a pre-determined distance.

3. A construction as set forth in claim 2 wherein means are provided for drawing said fuel from said chamber, mixing it with air and returning it to the induction passage.

4. An induction passage for a fuel mixture, means for separating liquid fuel from a fuel charge in said induction passage, means for converting said liquid fuel into vapor, means for combining said vapor with the fuel charge in said induction passage, an automatic valve providing means whereby auxiliary air may reach said induction passage When said valve is open, and means for stopping the delivery of said vapor to said fuel charge when said valve has opened a pre-determined distance.

5. An induction passage for a fuel mixture, means for separating liquid fuel from a fuel charge in said induction passage, means for converting said liquid fuel into vapor, means for combining said vapor with the fuel charge in said induction passage, an automatic valve providing means whereby auxiliary air may reach said induction passage when said valve is open, and means for stopping the delivery of said vapor to said fuel charge when said valve has opened a pre-determined distance, said last mentioned means inclluding a fuel valve connected with said air va ve.

6. An induction passage for a fuel mixture, means for separating liquid fuel from a fuel charge in said induction passage, means for converting said liquid fuel into vapor, means for combining saidvapor with the fuel charge in said induction passage, an automatic valve providing means whereby auxiliary air may reach said induction passage when said valve is open, and means for stopping the delivery of said vapor to said fuel charge when said valve has opened a predetermined distance, said last mentioned means including a fuel valve movable relative to said air valve whereby to reduce the ratio of said vapor to said auxiliary air delivered to said fuel charge as the volume of auxiliary air intake increases.

7. An induction passage, adapted to receive a fuel charge from a primary fuel mixing means, a valve controlling the passage of said fuel charge into said induction passage, means for collecting liquid fuel in said induction passage, means for removing said liquid fuel from said induction passage, means for converting said li uid fuel into vapor and delivering it to said induction passage and a valve controlling the delivery of said vapor to said induction passage, said second valve being controlled by the movement of said first valve.

8. In a fuel induction system for an internal combustion engine, a main combustible mixture passage adapted to receive an explosive mixture from a primary carbureting means, a secondary carbureting means for supplying a mixture of air and fuel to said passage, and means including automatically, movable valve elements for preventlng a mixture of air and fuel to be supplied to said passage from said secondary carbureting means at minimum and maximum engine loads.

9. A device of the class described comprising an induction passage, means for collecting liquid fuel and removing it from said passage and the influence of suction therein while the engine is running, means for handling said removed fuel at atmospheric pressure while the engine is running, and separate means for vaporizing said fuel and then returning it .to said passage.

10. In a fuel supply device for an internal combustion engine, a fuel induction passage, a valve controlling the passage of a fuel mixture into said passage, means for collecting liquid fuel accumulating in said passage and removing it therefrom while the engine is running, means for vaporizing said fuel and returning it to said passage while theengine is running, and a second valve operable independently of the suction within said passage controlling the return of said vaporized fuel to said passage.

11. In a carbureting device for an internal combustion engine, a passage adapted to connect a primary carbureting means with an engine inlet port, means for removing particles of liquid fuel from said passage and the influence of suction therein while the engine is running, means for vaporizing said fuel particles, a passageway connecting said vaporizing means and said passage for returning said vaporized fuel particles to said passage, and a throttle valve in said passage-way controlling the flow of said vaporized fuel particles therethrough.

12. A carbureting device for an internal combustion engine comprising, in combination, an induction passage adapted to receive a mixture of fuel and air from a primary fuel mixing device, a throttle valve controlling the flow of said mixture to said passage, means for collecting particles of liquid fuel in said passage-way and removing them therefrom, means for vaporizing said removed fuel particles at a pressure greater than the pressure simultaneously existing in said passage, means for returning said fuel particles in vaporized state to said passage back of said throttle valve, and means for controlling the return of said vaporized fuel particles to said passage.

13. In combination with the fuel induction system of an internal combustion engine, an induction passage for receiving a fuel mixture from a primary fuel mixing device, means for removing particles of liquid fuel from said assa e an auxiliar fuel mixin device conticles of liquid fuel to said auxiliary fuel mixing device. 7

14. An induction passage for a fuel mixture, means for separating out the heavy ends of liquid fuel from the fuel charge in said passage and removing them from said passage, means for vaporizing and returning said heavy ends to said fuel charge including an auxiliary air passage connected with said induction passage, means for feeding said heavy ends to said air passage, a valve adapted when seated to substantially close the connection between said air and induction passages, said valve being adapted to be opened by the suction in the induction passage, and a spring to hold said valve in closed position while said suction is light.

15. Aninduction passage for a fuel mixture, means for separating liquid fuel from the fuel charge in said passage and removing it from said passage, means for vaporizing and returning said liquid fuel to said fuel charge including an auxiliary air passage connected with said induction passage, means for feeding said liquid fuel to said air passage, a valve adapted when seated to substantially close the connection between said air and induction passages, said valve being adapted to be opened by the suction in the induction passage, means to hold said valve in closed position while said suction is light, and an adjustable stop for the last mentioned means for controlling the opening of said valve in accordance with various degrees of suction.

16. In a fuel induction system for an internal combustion engine, an induction passage adapted to receive a fuelmixture from a primary carbureting means, means for removing particles of liquid fuel from said assa e means for returnin said fuel articles-to said passage including an auxiliary carbureting device havinga fuel passage for said fuel particles, a valve in said fuel pas sage for controlling the flow of said fuel' particles therethrough, and an adjustable seat for said valve movable towards and away from the seating portion of said valve.

17. In combination with the fuel induc tion system of an internal combustion engine, an induction passage for receiving a fuel mixture from a primary fuel mixing device, means for removing particles of liquid fuel from said passage, an auxiliary fuel mixing device connected .With said passage separately from said means, means for conducting said particles of liquid fuel to said auxiliary fuel mixing device, and a valve for controlling the flow of mixture from said auxiliary fuel mixing device to said passage.

18. In combination with the fuel induction system of an internal combustion engine, an induction passage adapted to receive an explosive mixture from a primary carbureting device, an auxiliary carbureting device connected with said passage, means for separating fuel of low volatility in said passage from fuel of higher volatility and removing it from said passage and the influence of suction therein, means for feeding said fuel of low volatility to said auxiliary carbureting device, and means controlling the flow of mixture from said auxiliary carbureting device to said passage.

19. In a carbureting system for an inter- 20. In a fuel induction system for an in- I ternal combustion engine, an induction passa'ge'adapted to receive a mixture of fuel and air from a primary carbureting means, means for removing a portion of said fuel from said passage and the influence of suction therein while the engine is running to an area of higher pressure than exists in said passage, and means for returning said fuel portion mixed with auxiliary air to said passage.

21. In combination with the fuel induction system of an internal combustion engine, an induction passage, means for removing unvaporized fuel from the fuel mixture in said induction passage while the engine is running, means for vaporizing said fuel after it has been removed from said induction passage and for delivering it to said induction passage with auxiliary air, said last mentioned means including an air valve and a fuel valve connected with said air valve, said valves being adapted to reduce the ratio of said fuel to said auxiliary air delivered as the volume of intake of said auxiliary air increases.

22. In combination with the fuel induction system of an internal combustion engine, an induction passage, means for removing unvaporized fuel from the fuel mixture in said induction passage while the engine is running, means for vaporizing said fuel after it has been removed from said passage and for delivering it to said induction passage with auxiliary air, said last mentioned means including an air valve and a fuel valve connected with said air valve, said fuel valve being graduated so that the opening through which said fuel is delivered to said passage becomes reduced while the opening thru which said auxiliary air is delivered to said passage is increased.

HOMER A. TRUSSELL. 

